Siloxane removal system and media regeneration methods

ABSTRACT

A method of removing impurities from a gas including the steps of removing impurities from biogas comprising at least one adsorbents via a process vessel or reactor, directing the purified gas to an device to generate power and/or heat, regenerating the saturated adsorption media with the waste heat recovered from the engine exhaust and directing the regeneration gas (hot air or engine exhaust) to flare, engine exhaust stack, or atmosphere.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.14/966,900, filed Dec. 11, 2015, which is incorporated by reference inits entirety.

FIELD

The present disclosure relates to devices and methods for regeneratingmedia in a siloxane removal system.

BACKGROUND

In this specification where a document, act or item of knowledge isreferred to or discussed, this reference or discussion is not anadmission that the document, act or item of knowledge or any combinationthereof was at the priority date, publicly available, known to thepublic, part of common general knowledge, or otherwise constitutes priorart under the applicable statutory provisions; or is known to berelevant to an attempt to solve any problem with which thisspecification is concerned.

Biogas is typically a waste product from sources including anaerobicdigestion of waste materials, such as waste water sludge, animal farmmanure sewage and manure, landfill wastes, agrofood industry sludge, orany source that organic waste is able to break down in an environmentthat is substantially free of oxygen. The biogas produced by theseactivities typically contains 40-60% methane, 25% to 50% carbon dioxide,0% to 10% nitrogen, 0% to 1% hydrogen, 0% to 3% sulfur, and 0% to 2%oxygen, all by volume, as well as an assortment of trace impurities thatcan include siloxane, chlorine, volatile organic compounds, and ammonia.

Since biogas is typically generated from organic matter, it can beconsidered a renewable form of energy which can be used as a fuel forinternal combustion engines and boilers to generate electricity andheat. The biogases, however, contain noxious impurities, among which mayinclude siloxanes, hydrogen sulfide and organic sulfurs. Theseimpurities can be harmful to the environment and can cause damage toheat and power generation devices. For example, siloxanes present inbiogas produce silicon dioxide in the biogas combustion process whichcan be deposited within heat and power devices causing damage tointernal components such as engine pistons, spark plugs, and exhausttreatment devices. The deposition of silicon dioxide within theseinternal components can cause premature equipment breakdown and/orrequire more frequent maintenance or overhauls of heat and powergeneration devices. It is also possible in fuel cell systems thatsiloxanes can be deposited on downstream catalysts forming silicatesthat cause an abrasion to moving equipment and breakdown of catalysts orheat exchangers.

There are various methods currently used to remove siloxanes frombiogas. One siloxane removal method is known as the temperature swingprocess (TSP). In this process, raw biogas enters into a dual vessel bedsystem, where adsorbents such as activated carbons (ACs), inorganics(silica and zeolites) or polymeric resins adsorbs siloxane molecules andother harmful volatile organic compounds (VOCs), effectively removingthem from the biogas stream. The purified biogas can then be used as thefuel for a gas engine. This system uses a one system design. Optionally,the system may use an adjustable cycle to alternate between processingvessels, which are regularly purged with hot gas stream duringcontinuous operation. In another embodiment the system can also use asingle vessel design. This self-regeneration system ensures thecontinuous operation of the process. However, there are some majorproblems associated with the regeneration procedure. For example, theTSP typically uses ambient air as a source to regenerate the saturatedadsorbents in a temperature swing process. However, because the TSPprocess requires ambient air to be electrically heated to 50 to 400° C.an additional power consumption ranging from 20 to 300 kilowatts may berequired for the removal process to purify 1200 SCFM (standard cubicfeet per minute) of biogas. In an embodiment, the additional powerconsumption can range from 20 to 100 kilowatts. Accordingly, there is aneed for a siloxane removal system that eliminates or reduces theadditional power consumption required to heat ambient air to 50° C. to400° C. for TSP.

SUMMARY

The present disclosure relates to a method of regenerating media in aremoval system and a device for regenerating media for use in removalsystems.

One embodiment provides a method of removing impurities from a gas. Themethod includes the steps of removing impurities from biogas comprisingat least one adsorbents via a process vessel or reactor, directing thepurified gas to a device to generate power and/or heat, regenerating thesaturated adsorption media with the waste heat recovered from the engineexhaust and directing the regeneration gas (hot air or engine exhaust)to flare, engine exhaust stack, or atmosphere.

Another embodiment provides a method of regenerating adsorption mediawith waste energy in the engine exhaust, the method comprising the stepsof:

receiving fuel comprising at least one hydrocarbons via an engine;

generating an engine exhaust;

directing a first portion of the engine exhaust to the atmosphere;

feeding a second portion of the engine exhaust to a vessel containing anadsorption media;

desorbing the impurities from the second portion of the engine exhaust;and

directing the second portion of the engine exhaust to an outlet.

Another embodiment provides a device for removing impurities from a gas.The device comprises an inlet for receiving fuel comprising at least onehydrocarbon connected to an engine. The device comprises a split line toseparate a first portion of engine exhaust from a second portion ofengine exhaust. The device includes a first outlet to feed a firstportion of the engine exhaust to the atmosphere. The device furtherincludes a vessel containing an adsorption media for receiving a secondportion of the engine exhaust and a vent to receive a reformed gas fromthe vessel.

Another embodiment provides a method of removing impurities from a gas,the method comprising the steps of:

receiving fuel comprising at least one hydrocarbon via an engine;

generating an engine exhaust;

directing a first portion of the engine exhaust to the atmosphere;

directing a second portion of the engine exhaust towards a vesselcontaining an adsorption media;

injecting an air source into a second portion of the engine exhaust; and

feeding a mixture of the second portion of the engine exhaust and theair source to the vessel;

desorbing the impurities from the second portion of the engine exhaust;and

directing the mixture of the second portion of the engine exhaust andthe air source to an outlet.

Another embodiment includes a device for removing impurities from a gas.The device comprises an inlet for receiving fuel comprising at least onehydrocarbon connected to an engine and a split line to separate a firstportion of engine exhaust from a second portion of engine exhaust. Thedevice includes a first outlet to feed a first portion of the engineexhaust to the atmosphere. The device further includes an injector forinjecting an air source into a second portion of the engine exhaust, avessel containing an adsorption media for receiving a mixture of thesecond portion of the engine exhaust and the air source and a secondoutlet to feed the reformed gas from the vessel to a vent.

Another embodiment includes a method of removing impurities from a gas,the method comprising the steps of:

receiving fuel comprising at least one hydrocarbon via an engine;

generating an engine exhaust;

directing a first portion of the engine exhaust to the atmosphere;

directing a second portion of the engine exhaust to a heating component;

injecting an air source into the heating component;

heating the air source with the second portion of the engine exhaust;

directing the second portion of the engine exhaust to the atmosphere;and

directing the heated air source to a reactor.

Another embodiment of the invention includes a method of

directing a first portion of the air source into the heating component;

directing a second portion of the air source towards a reactor; and

blending the second portion of the air source with the heated firstportion of the air source, and

directing the mixture of the first and second air source portions to thereactor.

Another embodiment of the invention is a device for removing impuritiesfrom a gas. The device comprises an inlet for receiving fuel comprisingat least one hydrocarbon via an engine and a split line to separate afirst portion of the engine exhaust from a second portion of the engineexhaust. The device includes a first outlet to feed the first portion ofthe engine exhaust to the atmosphere, a heating component to receive thesecond portion of the engine exhaust, and an injector to inject an airsource into the heating component. The device further includes a secondoutlet to direct the second portion of the engine exhaust to theatmosphere and a vessel to receive the air source from the heatingcomponent.

Another embodiment of the invention is a method comprising the steps of:

receiving fuel comprising at least one hydrocarbon in a first systemline;

directing the fuel to a first reactor containing an adsorption media;

desorbing an impurity from the fuel;

directing the fuel to an engine;

generating an engine exhaust;

directing the engine exhaust to a conditioning unit;

injecting an air source into a second system line;

directing the air source to a heating component;

directing the heated air source to a second reactor;

generating regeneration air in the second reactor;

injecting the regeneration air into the first system line;

mixing the regeneration air with the engine exhaust; and

directing the mixture of the regeneration air and engine exhaust to anoutlet.

Another embodiment of the invention is a device. The device includes asplit line to separate a first system line from a second system line andan inlet for receiving fuel comprising at least one hydrocarbon in thefirst system line. The device further includes a first reactor in thefirst system line containing an adsorption media to receive the fuel, anengine in the first system line to receive the fuel from the firstreactor and a conditioning unit in the first system line to receive theengine exhaust from the engine. The device also includes a firstinjector to inject an air source into the second system line, a heatingcomponent in the second system line to heat the air source, a secondreactor to receive the air source from the heating component andgenerate a regeneration air, a second injector to inject theregeneration air into the first system line, and an outlet to direct theregeneration air and engine exhaust out of the first system line.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features of exemplary embodiments of the gasconditioning device, methods and uses thereof will now be described withreference to the drawings of certain embodiments which are intended toillustrate and not to limit the scope of the application.

FIG. 1 is an illustration of a media regeneration system.

FIG. 2 is an illustration of an alternative embodiment of a mediaregeneration system.

FIG. 3 is an illustration of an alternative embodiment of a mediaregeneration system.

FIG. 4 is an illustration of an alternative embodiment of a mediaregeneration system.

FIG. 5 is an illustration of yet another alternative embodiment of amedia regeneration system.

DETAILED DESCRIPTION

Further aspects, features and advantages will become apparent from thedetailed description which follows.

As noted above, in its broader aspects, the embodiments are directed toa method of regenerating media in a biogas purification system and adevice for regenerating media for use in biogas purification systems.After the clean-up, the biogas can be used as fuel for internalcombustion engines.

Referring to the Figures, wherein like numerals indicate correspondingparts throughout the several views, a regenerating media device 1constructed in accordance with the embodiments shown in FIGS. 1 to 5.

A system 10 for capturing and conveying engine exhaust from an engine 12to aid or drive the regeneration of media in a vessel. The system 10transmits at least a portion of engine exhaust from the engine 12 to thevessel 16 to provide heat and gas to regenerate adsorbing media. Thewaste gas is then ported to a vent or flame.

As shown in FIG. 1, fuel comprising a hydrocarbon is received in thesystem at inlet 2. In an embodiment the hydrocarbon is methane. Inanother embodiment the fuel is a purified biogas. Alternatively, thefuel can be from another source or comprise another material as would beunderstood by persons of ordinary skill in the art. Once the fuel isreceived it travels through the fuel system through line 2 to the engine12. The engine exhaust produced from the engine 12 travels through line4. The temperature of the engine exhaust produced from the engine 12 isin the range of 120° C. to 550° C., both inclusive. A first portion ofthe engine exhaust continues to flow through line 4 to the atmosphere.In an exemplary embodiment, the first portion of engine exhaust is 10%to 100% inclusive of the engine exhaust. Optionally, the flow rate ofthe first portion of the engine exhaust is controlled using a controlvalve 14. To reduce energy expenditure, the pressure at the inlet (fuelinlet) can be maintained between 0.1 psig and 5 psig, both inclusive. Inan exemplary embodiment, the pressure at the inlet is about 0.5 psig.

Optionally, a second portion of the engine exhaust may travel throughsplit line 6 to a vessel 16. In an exemplary embodiment, the secondportion of engine exhaust is 0% to 90% of the engine exhaust introducedinto the system at split line 6. In an embodiment, the second portion ofthe engine exhaust is calculated based on the target temperature at thevessel inlet and the engine exhaust temperature according to methodsknown to persons of ordinary skill in the art. Optionally, the flow rateof the second portion of the engine exhaust at split line 6 iscontrolled using a control valve 18. To reduce energy expenditure, thepressure at the process vessel inlet can be maintained between 0.1 to 5psig, inclusive. In an exemplary embodiment, the pressure at the inletis about 0.5 psig. Optionally, the vessel is a purification vessel. Inan exemplary embodiment the purification vessel is a biogas purificationvessel.

The second portion of the engine exhaust is fed into a reactor 16 atpoint 15. In an exemplary embodiment, the second portion of the engineexhaust is fed into the reactor at a temperature of 50° C. to 550° C.,both inclusive. In an additional exemplary embodiment, the secondportion of the engine exhaust is fed into the reactor at a temperatureof 100° C. to 150° C., both inclusive. In an additional exemplaryembodiment, the second portion of the engine exhaust if fed in to thereactor at a temperature of 75° C. to 85° C., both inclusive and morepreferably at 80° C. In an additional exemplary embodiment, the secondportion of the engine exhaust is fed into a reactor 16 containing mediathat is temperature dependent, such as a polymeric material well knownto persons of ordinary skill in the art. In a further exemplaryembodiment, the second portion of the engine exhaust is fed into areactor 16 containing media at a temperature within the range of 50° C.to 550° C., both inclusive. Optionally, the media can be a polymermedia, a silica gel media, an alumina based media or a zeolite media. Inan embodiment, the temperature range of the second portion of the engineexhaust may be in the range of 50° C. to 150° C., both inclusive for apolymer media. In another embodiment, the temperature range of thesecond portion of the engine exhaust may be in the range of 300° C. to500° C., both inclusive for an alumina based adsorbent (media), a silicagel media or a zeolite media. The pressure at the outlet can be between0 psig and 5 psig, both inclusive. In one aspect, the second portion ofthe engine exhaust is fed into the reactor at a pressure of about 0.5psig.

The reactor 16 may contain adsorption media, residue biogas, water,siloxanes, halogenated compounds, hydrogen sulfide and other organiccomponents. The second portion of the engine exhaust is below 550° C. Inan exemplary embodiment the second portion of the engine exhaust is at atemperature in the range of 50° C. to 550° C., both inclusive. In ananother embodiment, the second portion of the engine exhaust iscalculated based on the target temperature at the vessel inlet and mediatype in the reactor according to methods known to persons of ordinaryskill in the art. Optionally, the media can be a polymer media, a silicagel media, an alumina based media or a zeolite media. In one aspect ofthe invention the second portion of the engine exhaust is fed into thevessel in a temperature range suitable for the adsorbents (media) withinthe vessel. For example, the second portion of the engine exhaust is fedinto the vessel at a temperature within the range of 50° C. to 550° C.,both inclusive. In an embodiment, the temperature range of the secondportion of the engine exhaust may be in the range of 50° C. to 150° C.,both inclusive for a polymer media. In another embodiment, thetemperature range of the second portion of the engine exhaust may be inthe range of 300° C. to 500° C., both inclusive for an alumina basedadsorbent (media), a silica gel media or a zeolite media. The secondportion of the engine exhaust may contain at least one of carbondioxide, nitrogen, oxygen, water vapor, nitrogen oxide and unburnthydrocarbons. The second portion of the engine exhaust passes throughthe reactor and is directed out of the reactor 16 through outlet 20 to avent or flame. In an exemplary embodiment, the engine exhaust includesCO2, hydrocarbons (HC) and desorbed siloxanes and VOCs. In one aspect,the second portion of the engine exhaust passes over the media in thevessel 16 causing the adsorbed species to desorb. In an embodiment, atleast one of a siloxane, volatile organic compound, and hydrogen sulfidemay be desorbed from the second portion of the engine exhaust.

Another embodiment of the invention is a system 11 for capturing andconveying engine exhaust from an engine 24 to aid or drive a process ina vessel. The system 11 transmits at least a portion of engine exhaustfrom the engine 24 to the vessel 36 to provide heat and gas to thevessel. The waste gas is then ported to a vent or flame. In anembodiment the vessel 36 is a process vessel. In a preferred embodimentthe vessel 36 is a reactor.

FIG. 2 is an embodiment of the invention which uses engine exhaust toregenerate media. As shown in FIG. 2, once the fuel is received ittravels through the system 11 through line 22 to the engine 24. Theengine exhaust produced from the engine 24 travels through line 23. Thetemperature of the engine exhaust produced from the engine 24 is in therange of 120° C. to 550° C., both inclusive. In an exemplary embodiment,the temperature of the engine exhaust produced from the engine 24 is inthe range of 120° C. to 550° C., both inclusive. A first portion of theengine exhaust continues to flow through line 23 to the atmosphere. Inan exemplary embodiment, the first portion of engine exhaust is 10% to100% of the engine exhaust. In an exemplary embodiment the first portionof the engine exhaust is calculated based on the target temperature atthe line inlet and the engine exhaust temperature according to methodsknown to persons of ordinary skill in the art. Optionally, the flow rateof the first portion of the engine exhaust is controlled using a controlvalve 26. To reduce energy expenditure, the pressure at the vessel inletcan be maintained between 0 psig and 5 psig, both inclusive In anexemplary embodiment, the pressure at the inlet is about 0.5 psig.

Optionally, a second portion of the engine exhaust may travel through asplit line 27. In an exemplary embodiment, the second portion of engineexhaust is 0% to 90%, both inclusive of the engine exhaust introducedinto the system. In an additional exemplary embodiment, the secondportion of engine exhaust is 2% to 5%, both inclusive of the engineexhaust introduced into the system. Optionally, the flow rate of thesecond portion of the engine exhaust is controlled using a control valve30. To reduce energy expenditure, the pressure at the vessel inlet canbe maintained between 0 psig and 5 psig, inclusive In an exemplaryembodiment, the pressure at the inlet is about 0.5 psig.

An air source is injected into the second portion of engine exhaust atinjection point 32 by various means. Injector point 32 could be aventuri, a blower or an air compressor. The venturi, also known as aventuri-ejector or an ejector or a jet compressor, injects an air sourceinto the device at line 28. The amount of the air source fed into theinjector point 32 can be controlled using a control valve 34 to achievedesired air source/second portion of the engine exhaust ratio. Theobjective of the mixing is to achieve the desired gas temperature at theinlet of the process vessel 36. In an exemplary embodiment, thetemperature at inlet 29 is 50° C. to 550° C., both inclusive. In anotherexemplary embodiment the temperature at inlet 29 is 50° C. to 100° C.,both inclusive. In a preferred exemplary embodiment, the temperature atinlet 29 is 80° C. Further, in one aspect of the invention the secondportion of the engine exhaust is fed into the vessel containing anadsorbent (media). Optionally, the media can be a polymer media, asilica gel media, an alumina based media or a zeolite media. In oneaspect of the invention the second portion of the engine exhaust is fedinto the vessel in a temperature range suitable for the adsorbents(media) within the vessel. For example, the second portion of the engineexhaust is fed into the vessel at a temperature within the range of 50°C. to 550° C., both inclusive. In an embodiment, the temperature rangeof the second portion of the engine exhaust may be in the range of 50°C. to 150° C., both inclusive for a polymer media. In anotherembodiment, the temperature range of the second portion of the engineexhaust may be in the range of 300° C. to 500° C., both inclusive for analumina based adsorbent (media), a silica gel media or a zeolite media.The ratio of the air source to the second portion of the engine exhaustdepends on the temperature of the engine exhaust and ambient air. In anexemplary embodiment the ratio of the air source to the second portionof the engine exhaust is in the range of 0 to 5. In a preferredexemplary embodiment, the ratio of the air source to the second portionof the engine exhaust ratio is 2 to 4. In an exemplary embodiment, theair source is injected via a venturi. The operation of the venturi ismore or less similar to that of the carburetor. The venturi is asubstitute to a compressor, which requires the power to inject the lowpressure air source into the second portion of the engine exhaust. Aventuri is a completely mechanical unit, which avoids the power requiredas well as limits the air source flow to the maximum designed condition.Specifically, the size of the throat, plays an important role inselecting the maximum limit for the air source to second portion of theengine exhaust which is an important process parameter. Also thepressure of the air source fed into injector point 32 is determined bythe design and the selection of the right kind of venturi. Examples ofthe non flammable gas source include atmospheric air, compressed air,any type of compressed gas such as carbon dioxide, air, argon, orhelium.

The temperature of the second portion of the engine exhaust is decreasedby blending the air source with the second portion of the engineexhaust. In an embodiment, the temperature of the second portion of theengine exhaust is reduced to a temperature in the range of 50° C. to500° C., both inclusive. In an additional exemplary embodiment, thesecond portion of the engine exhaust is in the range of 50 C to 200° C.,both inclusive. In an additional exemplary embodiments the secondportion of the engine exhaust is in the range of 50 C to 150° C., bothinclusive, 300° C. to 375° C., both inclusive or 400° C. to 500° C.,both inclusive. The second portion of the engine exhaust continuesthrough the system in line 29 to a vessel 36. The pressure at the inletleading into the vessel 36 can be between 0 psig and 5 psig, bothinclusive. In one aspect, the second portion of the engine exhaust isfed into the vessel at a pressure of about 0.5 psig. The vessel 36 maycontain adsorption media, residue biogas, water, siloxanes, halogenatedcompounds, hydrogen sulfide and other organic components. Further, inone aspect of the invention the second portion of the engine exhaust isfed into the vessel containing an adsorbent (media). Optionally, themedia can be a polymer media, a silica gel media, an alumina based mediaor a zeolite media. In one aspect of the invention the second portion ofthe engine exhaust is fed into the vessel in a temperature rangesuitable for the adsorbents (media) within the vessel. For example, thesecond portion of the engine exhaust is fed into the vessel at atemperature within the range of 50° C. to 550° C., both inclusive. In anembodiment, the temperature range of the second portion of the engineexhaust may be in the range of 50° C. to 150° C., both inclusive for apolymer media. In another embodiment, the temperature range of thesecond portion of the engine exhaust may be in the range of 300° C. to500° C., both inclusive for an alumina based adsorbent (media), a silicagel media or a zeolite media. In one aspect, the second portion of theengine exhaust passes over the media in the vessel 36 causing thesiloxanes and other adsorbed species to desorb, including volatileorganic compounds, hydrogen sulfide, etc. The second portion of theengine exhaust is directed out of the vessel 36 through outlet 38 to avent or flame. The engine exhaust, mixed with air from the air source32, at outlet 38 contains impurities that are removed from theadsorbents (media) in the vessel 36. The impurities include siloxanesand VOCs. The temperature of the engine exhaust at outlet 38 isgenerally lower than inlet 29, due to heat loss across the vessel 36. Inan embodiment the flame helps to abate the emissions of organiccompounds.

Another embodiment of the invention is a system 13 for capturing andconveying engine exhaust from an engine 42 to aid or drive a temperaturechange in an air source. The system 13 transmits at least a portion ofengine exhaust from the engine 42 to a heating component 44 to provideheat to the heating component 44. The waste gas is then ported to theatmosphere and the heated air source is directed to a vessel 53 toprovide heat and gas to the vessel. In an embodiment the vessel 53 is aprocess vessel. In a preferred embodiment the vessel 53 is a reactor.

As shown in FIG. 3, once the fuel is received into the system at inlet39 it travels through the system 13 to the engine 42. The engine exhaustproduced from the engine travels through line 40. The temperature of theengine exhaust produced from the engine 42 is in the range of 120° C. to550° C., both inclusive. A first portion of the engine exhaust continuesto flow through line 40 to the atmosphere. In an exemplary embodiment,the first portion of engine exhaust is 10% to 100% inclusive of theengine exhaust. Optionally, the flow rate of the first portion of theengine exhaust is controlled using a control valve 41. To reduce energyexpenditure, the pressure at the inlet (fuel inlet) can be maintainedbetween 0.1 psig and 5 psig, both inclusive. In an exemplary embodiment,the pressure at the inlet is about 0.5 psig.

Optionally, a second portion of the engine exhaust may travel throughsplit line 43 to a heating component 44 such as a heat exchanger or anelectric heater. As a non-limiting example, the heating component can bea single heating component or a series of heating component. The heatingcomponent can be any heat exchange device known to those of ordinaryskill in the art. In an exemplary embodiment, the heating component 44can be a shell and tube heat exchanger or another heat exchanger designthat does not allow the mixing of gas sources but permits the transferof heat between the gas sources. When the heating component comprises ashell and tube heat exchanger, heating can be obtained with a hot fluidsuch as the second portion of the engine exhaust. In an embodiment, thesecond portion of the engine exhausts is fed into a first portion of theheating component. The second portion of the engine exhaust is thendirected out of the heating component to the atmosphere.

In an exemplary embodiment, the second portion of engine exhaust is 0%to 90% of the engine exhaust introduced into the system at split line43. In an additional embodiment, the second portion of engine exhaust is5% to 10% of the engine exhaust introduced into the system at split line43. Optionally, the flow rate of the second portion of the engineexhaust at split line 43 is controlled using a control valve 47. Toreduce energy expenditure, the pressure at the process vessel inlet canbe maintained between 0.1 to 5 psig, inclusive. In an exemplaryembodiment, the pressure at the inlet is about 0.5 psig.

Optionally, an air source is injected into the heating component 44 atpoint 46 by various means. In one aspect of the invention, the injectorpoint 46 could be an air blower or a compressor. The amount of the airsource fed into the injector point 46 can be controlled using a controlvalve 48. In an embodiment, the air source travels through the systemthrough line 50 to the heating component 44. In an embodiment, the airsource is fed into a second portion of the heating component. In anembodiment, the temperature of the air source is increased as a resultof heat transfer between the engine exhaust and the air source. In anexemplary embodiment, the temperature of the air source is increased toa temperature in the range of 50° C. to 550° C., both inclusive. In anadditional exemplary embodiment, the air source is increased to atemperature in the range of 50° C. to 150° C., both inclusive. In anadditional exemplary embodiment, the air source is increased to atemperature in the range of 300° C. to 500° C., both inclusive. The airsource continues through the system in line 51 to a reactor 53. Thepressure at the outlet leading into the reactor 53 can be between 0 psigand 100 psig, both inclusive. In one aspect, the second portion of theengine exhaust is fed into the heating component 44 at a pressure ofabout 0.5 psig. The reactor 53 may contain adsorption media, residuebiogas, water, siloxanes, halogenated compounds, hydrogen sulfide andother organic components. The air is directed out of the reactor 53through outlet 54 to a vent or flame. The air at outlet 54 containsdesorbed impurities that are originated from biogas during the processmode.

Optionally, as shown in FIG. 4, once the fuel is received into thesystem at inlet 39 it travels through the system 14 through to theengine 42. The engine exhaust produced from the engine travels throughline 40. The temperature of the engine exhaust produced from the engine42 is in the range of 120° C. to 550° C., both inclusive. In anexemplary embodiment, the engine exhaust produced from the engine 42 isin the range of 300° C. to 500° C., both inclusive. Optionally, theengine exhaust produced from the engine 42 is dependent upon the enginetype and the duty cycle. A first portion of the engine exhaust continuesto flow through line 40 to the atmosphere. In an exemplary embodiment,the first portion of engine exhaust is 0% to 90% both inclusive of theengine exhaust. Optionally, the flow rate of the first portion of theengine exhaust is controlled using a control valve 41. To reduce energyexpenditure, the pressure at the inlet (fuel inlet) can be maintainedbetween 0.1 psig and 5 psig, both inclusive. In an exemplary embodiment,the pressure at the inlet is about 0.5 psig.

A second portion of the engine exhaust continues through split line 43the engine exhaust produced from an engine 42 proceeds to a heatingcomponent 44 such as a heat exchanger. In an exemplary embodiment, thesecond portion of engine exhaust is 10% to 100% inclusive of the engineexhaust. As a non-limiting example, the heating component can be asingle heating component or a series of heating component. The heatingcomponent can be any heat exchange device known to those of ordinaryskill in the art. In an exemplary embodiment, the heating component 44can be a shell and tube heat exchanger or another heat exchanger designthat does not allow the mixing of gas sources but permits the transferof heat between the gas sources. When the heating component comprises ashell and tube heat exchanger, heating can be obtained with a hot fluidsuch as the second portion of the engine exhaust. In an embodiment, thesecond portion of the engine exhaust is fed into a first portion of theheating component. The second portion of the engine exhaust is thendirected out of the heating component 44 to the atmosphere.

An air source is injected into the heating component 44 at point 46 byvarious means and it travels through the system 14 through line 50. Inone aspect of the invention, the injector point 46 could be an airblower or a compressor. The amount of the air source fed into theinjector point 46 can be controlled using a control valve 48. In anembodiment, a first portion of the air source travels through the systemthrough line 50 to the heating component 44. In an exemplary embodiment,the first portion of the air is 10% to 100%, both inclusive. In anembodiment, the temperature of the first portion of the air source isincreased as a result of heat transfer between the engine exhaust andthe first portion of the air source. In an exemplary embodiment, thetemperature of the first portion air source is increased to atemperature in the range of 50° C. to 550° C., both inclusive. In anadditional exemplary embodiment, the first portion of the air source isincreased to a temperature in the range of 50° C. to 150° C., bothinclusive. In another exemplary embodiment the first portion of the airsource is increased to a temperature in the range of 300° C. to 500° C.The first portion of the air source continues through the system in line51.

Optionally, a second portion of the air source may travel through splitline 100. In an exemplary embodiment, the second portion of engineexhaust is 0% to 90% inclusive of the air source. The second portion ofthe air source continues to split line 100 and is fed into line 51 at apoint 52 where it is blended with a first portion of the air source toprovide additional temperature control. The combined first air sourceportion and second air source portion are fed into a vessel 53. In anexemplary embodiment, the second portion of the air source is blendedwith the first portion of the air source resulting in a blended firstand second portion of the air source having a temperature in the rangeof 50° C. to 550° C., both inclusive. In an additional exemplaryembodiment, the first and second portions of the air source are blendedresulting in a combined first and second air source having a temperaturein the range of 50° C. to 150° C., both inclusive. In an additionalexemplary embodiment, the first and second portions of the air sourceare blended resulting in a combined first and second air source having atemperature in the range of 300° C. to 500° C., both inclusive.

The pressure at the point leading into the vessel 53 can be between 0psig and 100 psig, both inclusive. In one aspect, the heated air at line51 is fed into the vessel at a pressure of about 0.5 psig. The vessel 53may contain adsorption media, residue biogas, water, siloxanes,halogenated compounds, hydrogen sulfide and other organic components.The air is directed out of the vessel 53 through outlet 54 to a vent orflame. The air at outlet contains desorbed impurities that areoriginated from biogas during the process mode.

The flow rate of the second portion of the air can be controlled byvalve 101. The ratio between the first and second portion of the air canbe adjusted to achieve the desired temperature at the inlet of thevessel 52.

Another embodiment of the invention is a system 15 for reducing emissionat an exhaust point 88. In the system, engine exhaust is conditioned ina conditioning unit 70 to reduce impurities in the engine exhaust. Theconditioned engine exhaust is mixed with an air source directed througha vessel 62 and then the mixture of the engine exhaust and the airsource is directed to an outlet of the system. The resulting mixture ofengine exhaust and the air source has reduction in the VOC emissions.

FIG. 5 is another embodiment of the invention. As shown in FIG. 5, fuelgas comprising at least one hydrocarbon is received in the system 15 atinlet 56. Once the fuel gas is received it travels through the systemthrough line 57. The fuel gas intake pressure is optionally regulated byvalve 60. The fuel gas continues to flow through line 57 to undergo aprocess in a first vessel 62. The fuel gas exits the reactor at outlet64. In one aspect of the invention, first vessel 62 is a reactor. In anexemplary embodiment of the invention, the fuel gas undergoes a cleaningprocess in the first reactor. In another aspect of the invention, thecleaning process involves the removal of siloxanes from the fuel gas inthe reactor. The fuel gas continues through line 58 and is fed into anengine 66. Engine exhaust flows out of the engine 66 and travels throughthe system through line 59. Optionally, the flow rate of the engineexhaust is controlled using a first valve 68. To reduce energyexpenditure, the pressure at the inlet valve 68 can be maintainedbetween 0 psig and 5 psig, both inclusive. In an exemplary embodiment,the pressure at the inlet is about 0.5 psig.

The engine exhaust continues through the system through line 59 and isreceived by a conditioning unit 70. In one aspect of the invention, theconditioning unit contains at least one catalyst to obtain a conditionedgas with a reduction of carbon monoxide and VOCs (volatile organiccompounds). In another aspect of the invention, the catalyst comprisesplatinum, palladium, rhodium, alumina, rare earth elements and mixturesthereof. In another embodiment, the catalyst is an oxidation catalyst.In another embodiment, the catalyst reduces CO, and comprises VOCs.Optionally, the temperature of the engine exhaust at the condition unitis in the range of 120° C. to 550° C., both inclusive. In an exemplaryembodiment, the engine exhaust at the condition unit is in the range of300° C. to 550° C., both inclusive. The conditioned engine exhaust exitsthe condition unit at outlet 72 and proceeds through line 61 to an exitpoint 88. In one aspect of the invention, the exit point is an engineexhaust stack.

Optionally, an air source is inserted to the system at an injector point74 by various means. In an embodiment of the invention, the injectorpoint is an air blower or compressor 74. Once received in the system,the air source travels through the system through line 76. The airsource intake pressure is optionally regulated by valve 73. The airsource travels through line 76 and is fed into a heating component 80such as a heat exchanger or an electric heater. In an embodiment, theheating component 80 increases temperature of the air source to atemperature in the range of 50° C. to 550° C. In another embodiment thetemperature of the air source is in the range of 50° C. to 150° C. Inanother embodiment the temperature of the air source is in the range of300° C. to 500° C. The air source exits the heating component at a point82 as regeneration air.

The air source travels through the system through line 85. The airsource is fed into a second vessel 84 at point 86. In an embodiment, theair source can be used to regenerate contaminated media in a secondvessel 84. In an embodiment the second vessel is a reactor. Theregeneration air exits the second vessel 84. In an embodiment theregeneration air removes impurities. In an exemplary embodiment, theregeneration air removes siloxanes and VOCs from the media in vessel 84.

The regenerated air continues to travel through the system through line78. In an embodiment, the regeneration air is injected to line 61 of thesystem at point 87. In an exemplary embodiment, the regeneration air isinjected into line 61 downstream of the conditioning unit 70. Theregenerated air then exits out the system through exit point 88. In anembodiment the exit point is an exhaust stack. In an exemplaryembodiment the exit point is the same exit point as the engine exhaustgenerated from the engine.

What is claimed is:
 1. A method of removing emissions from aregeneration air comprising the steps of: receiving fuel comprising atleast one hydrocarbon in a first system line; directing the fuel to afirst reactor containing an adsorption media; desorbing an impurity fromthe fuel; directing the fuel to an engine; generating an engine exhaust;directing the engine exhaust to a conditioning unit; injecting an airsource into a second system line; directing the air source to a heatingcomponent; directing the heated air source to a second reactor;generating regeneration air in the second reactor; injecting theregeneration air into the first system line downstream of theconditioning unit; mixing the regeneration air with the engine exhaust;and directing the mixture of the regeneration air and engine exhaust toan outlet.
 2. The method according to claim 1, wherein the heatingcomponent is a shell and tube heat exchanger.
 3. The method according toclaim 1, wherein the air source directed out of the heating componenthas a temperature in the range of 50° C. to 550° C., both inclusive. 4.The method according to claim 1, wherein during the step of receivingfuel, an intake pressure of the fuel is regulated using a valve.
 5. Themethod according to claim 4, wherein the intake pressure is between 0psig and 5 psig.
 6. The method according to claim 4, wherein the intakepressure is about 0.5 psig.
 7. The method according to claim 1, furtherwherein the impurity is a siloxane.
 8. The method according to claim 1,wherein during the step of directing the engine exhaust to theconditioning unit, a flow rate of the engine exhaust is controlled usinga valve.
 9. The method claim 1, wherein the conditioning unit containsat least one catalyst.
 10. The method according to claim 9, wherein thecatalyst is platinum, palladium, rhodium, alumina, rare earth elementsand mixtures thereof.
 11. The method according to claim 9, wherein thecatalyst is an oxidation catalyst.
 12. The method according to claim 9,wherein the catalyst reduces carbon monoxide.
 13. The method accordingto of claim 1, further wherein the temperature of the engine exhaust isbetween 120° C. to 550° C.
 14. The method according to claim 1, furtherwherein the temperature of the engine exhaust is between 300° C. to 550°C., both inclusive.
 15. A device comprising: a split line to separate afirst system line from a second system line; an inlet for receiving fuelcomprising at least one hydrocarbon in the first system line; a firstreactor in the first system line containing an adsorption media toreceive the fuel; an engine in the first system line to receive the fuelfrom the first reactor; a conditioning unit in the first system line toreceive the engine exhaust from the engine; a first injector to injectan air source into the second system line; a heating component in thesecond system line to heat the air source; a second reactor to receivethe air source from the heating component and generate a regenerationair; a second injector to inject the regeneration air into the firstsystem line downstream of the conditioning unit; and an outlet to directthe regeneration air and engine exhaust out of the first system line.16. The device according to claim 15, wherein the heating component is ashell and tube heat exchanger.
 17. The device according to claim 15,wherein the air source directed out of the heating component has atemperature in the range of 50° C. to 550° C., both inclusive.
 18. Thedevice according to claim 15, wherein the conditioning unit contains atleast one catalyst.
 19. The device according to claim 18, wherein thecatalyst is platinum, palladium, rhodium, alumina, rare earth elements,and mixtures thereof.
 20. The device according to claim 18, wherein thecatalyst is an oxidation catalyst.
 21. The device according to claim 18,wherein the catalyst reduces carbon monoxide.
 22. The device accordingto claim 15, further wherein the temperature of the engine exhaust isbetween 120° C. to 550° C.
 23. The device according to claim 15, furtherwherein the temperature of the engine exhaust is between 300° C. to 550°C., both inclusive.